Heating apparatus for automotive vehicles



Nov. 5, 1935. L. D. NILSON 2,019,991

HEATING APPARATUS FOR AUTOMOTIVE VEHICLES Filed Des. 5, 1929 4 Sheets-Sheet 1 E a a 5 a S I i 5 3'3: x

al-j n n 9 4- I'll? Nov. 5, 1935. NILSQN 2,019,991

HEATING APPARATUS FOR AUTOMOTIVE VEHICLES Filed Dec. 5. 1929 4 Sheets-Sheet 2 4 B 55 F DVVENTOR 4 19' LEONARD D. NILSON 39 23 I y P I MID-l .F I Arrcmvzys Nov. 5, 1935. L. D. NILSON 1 2,019,991

HEATING APPARATUS FOR AUTOMOTIVE VEHICLES Filed Dec. 5, 1923 4 Sheets-Sheet 3 INVENTOR LEoNARaD. NILSON A'r-ronuns' Nov. 5, 1935. L. D. NILSION 2,019,991

HEATING APPARATUS FOR AUTOMOTIVE VEHICLES Filed Dec. 5. 1929 4 Sheets-Sheet 4- INVENTOR LEONARD D. NlLso/v By 1:4 {WM Patented Nov. 5, 1935 UNITED STATES PATENT OFFICE Leonard D. Nilson, Minneapolis, Minn, assignor to Tropic-Aire,

Incorporated, Minneapolis,

Minn., a corporation of Delaware Application December 5, 1929, Serial No. 411,863

1 Claim.

This invention relates to a heating apparatus for automotive vehicles, and the general object of the invention is to provide a heating apparatus which will present certain improvements over the 5 disclosures of the reissue patent to Caesar, No.

17,131, granted November 13, 1928.

In the Caesar patent above mentioned there is a radiator in the driver's compartment or in the passenger compartment to which heat is supplied 10 by means of connections from the water circulating cooling system of the engine. There is also a motor driven fan associated with the radiator for disseminating the radiated heat. The main object of this invention is to provide a first ther- 15 mostatic means responsive to heat supply and which will control the motor to prevent the fan operation unless the water is sufliciently hot, and to provide a second thermostatic means also responsive to the heat supply and controlling a signal for indicating to the driver that the water is too hot.

Other objects and advantages of the invention will become apparent from, the full disclosure thereof now to be made, it being understood that 35 the disclosure herein is merely illustrative and intended in no sense as limiting, changes in details of construction and arrangement of parts being permissible so long as within the spirit of the invention and the scope of the claim which follows.

In the accompanying drawings forming a part of this specification,

Fig. 1 is a side elevational view of a heating apparatus having the features of the invention, disclosing said-apparatus applied to an automotive vehicle;

Fig. 2 is an enlarged sectional view of the heating element of the apparatus, disclosing the unit housing the thermostatic mechanisms in eleva- Fig. 3 is an enlarged sectional view of the thermostatic mechanismsof the heating apparatus, taken as on line 3-3 in Fig. 2, but turned at an angle of 90 from the position in said Fig. 2;

Fig. 4 is a sectional view of the thermostatic mechanisms, taken as on line 4-4 in Fig. 3;

Fig. 5 is a sectional view of said thermostatic mechanisms, taken as on line 5-4 in Fig. 3;

50 Fig. 6 is a detail sectional view taken ason line 6-6 in Fig. 3;

Fig. 7 is a diagrammatic view of the wiring system for the thermostatic mechanisms;

Fig. 8 is a side elevational view of a heating apll paratus oi modified construction having the teasaid water-circulating tubes pass.

tures of the invention, disclosing said apparatus applied to an automotive vehicle; I

Fig. 9 is an enlarged sectional view 0! the heating element of the apparatus of Fig. 8, disclosing the unit housing the thermostatic mechanisms in 5 elevation;

Fig. 10 is a detail longitudinal sectional view or the thermostatic mechanisms of the heating apparatus of Figs. 8 and 9, taken as on line I 0-lli in Fig. 11 10 Fig. 11 is a detail transverse sectional view of said thermostatic mechanisms of Figs. 8 and 9,- taken as on line I I- -l| in Fig. 10; and

Fig. 12 is a diagrammatic view of the wiring system for the thermostatic mechanisms of the 15 heating apparatus of Figs. 8 to 11.

With respect to the form of the invention dis closed in Figs. 1 to '7 of the drawings, l5 represents the body of an automotive vehicle having an engine p'rovided with a water-circulating cooling system comprising a water jacket IS, a cooling radiator H, a connection IB between the water jacket and the cooling radiator, and a connection i9 between the cooling radiator and the water jacket, the connection [9 including an ordinary pump 20 for causing a circulation of water through the water cooling system, the passage of the water being from the water jacket l6 through the connection I8 to the cooling radiator l1, and from the cooling radiator through the connec-' tion I9 back to the water jacket.

Numeral 2| represents, generally, the heating element of the improved apparatus. As disclosed, said heating element includes water-circulating tubes 22 each opening at one end to a chamber 23 8 in which a fluid conducting member 24 is arranged, and each opening at its opposite end to a chamber 25 in which a fluid conducting member 26 is arranged, the manner in which the water-circulating tubes 22 are associated with the chambers 23 and 25 being more clearly disclosed in Fig. 2.

Numeral 21 represents spaced apart plates extending transversely of the water-circulating tubes 22 and having perforations through which Side portions oi the casing 28 of the heating element are adjacent to or contiguous with the ends 01 the spaced apart plates 21 to provide air passages 29 between the plates and about the tubes 22 and within the confines of the four walls of the casing 28. The tubes 22 are desirably sealed in the perforations oi the plates 21, and the ends of said tubes are sealed in the adjacent walls oi the chambers 22 and 25. 68

. port the heating The heating element 2| is situated within the body l5 of the automotive vehicle. It can be supported in said body in any suitable manner. As disclosed, the fluid conducting member 24 is a water inlet or connection to the heating element from an upper portion of the water jacket to the water-circulating cooling system, and the fluid conducting member 26 is a water outlet or connection from the heating element open to a part of the connection I! in advance of the pump 20, in such manner that hot water from the water-circulating cooling system can be-caused to pass through the chamber 23, the water-circulating tubes 22, and the chamber, 25, to cause air made to travel through the air passages 29 to be heated. The passage of the water through the heating element as disclosed could of course be reversed. When the heating element is mounted adjacent the dash of an automotive vehicle, the water inlet or connection 24 andthe water outlet or connection 26 may passthrough the dash. Clearly, a different arrangement providing for circulation of all of the water of the engine cooling system through the water tubes of the heating element could be employed instead of the arrangement as described.

The relatively hct water of the water-circulating cooling system of the vehicle engine will, by

its travel through the chambers 23 and and the water-circulating tubes 22, cause said chambers and tubes to be heated and to in turn heat the spaced apart plates 21, and said heated tubes and plates will heat air forced to travel between the plates and about the tubes.

The heating element as disclosed includes a fan 30 adjacent an end of the air-circulating passzges 23 adapted to the purpose of causing air 0 be forcibly circulated through said air passages. The fan 30 is supported upon the shaft 3| of a motor 32 itself suitably supported upon a shroud 33 held against the heating element casing 23 in any convenient manner, as by sleeves 34 upon tie-bolts 35 which, as shown, supmember upon a board, such as a dash board, 36. The shroud includes an integral support 31 upon which-the motor is fastened. The tie-bolts 35 pass through flanged frames upon the heating element casing, one of the flanged frames including the shroud 33, and the sleeves 34 are situated between the dash board "and the adjacent flanged frame to space this flanged frame away'from the dash board against the heating element casing. Headsupon the tie-bolts hold the flanged frame opposite the dash board against the adiacent end of theheating element. See IQgs. 1 and 2-.

Itwill be evident that the fan 30 will cause air within the-vehicle body interior to be circulated through the air-circulating passages 29, to thus be heated, and that the heated air will be continuously circulated within the vehicle body.

-The heating apparatus includes a thermostatic controhfor the motor 32, and said thermostatic control is responsive to the temperature of the Water-in the water-circulating cooling system.

A unit includes stud 42 which as shown is-opp shank 39. A concavity 43' in' e hollow shank "is open at one of its ends to the chamber 23, and the other end of the concavity desirably tered extension minates in the stud 42, at location beyond the face of the base plate 4| spaced from the chamber 23. The unit 38 member 44 which, together with the base plate 4|, houses parts, yet to be described, of the thermostatic control for the motor 32. 'As shown, the cup shaped member 44 has a central opening 45 which freely receives a reduced threaded extension 46 of the stud 42. A nut 41 on the thread- 46 removably attaches the cup also includes a cup shaped.

shaped member upon the stud- 42 so that the mm 7 tion of said cup shaped member about its opening 45 engages a circumferential shoulder upon said stud and so that the open side of said cup shaped member is fitted against the adjacent face of the base plate 4|.

A bi-metal strip 48, of suitable curvilinear comformation, has one of its ends 49 attached to the stud 42, as at 56, and its other end arranged adjacent to an end 5| of a contact element 52. The contact element 52 is adjustably mounted in' a current conducting post 53 itself insulatively supportedin the base plate 4|, as indicated at 54. As shown, said contact element 52 is a screw adjust able in the post 53 to move the end of the contact element adjacent the bi metal strip 48 toward and away from said bi-metal strip. The portion of the post 53 at the side of the base plate 4| opposite the contact element 52 is attached, as at 55, to a wire 56 leading to the motor 32. Numeral 51 representsa wire which leads from the motor 32 to a battery 56, the lead wire 51 including an ammeter 59 and a manual switch 60. The battery is grounded as at GI, and the stud 42 and the base plate 4| are grounded as at 62. Means for adjusting the end 5| of thecontact element 52 at desired distance from .the bi-metal strip 48 may consist of a pointer 63 attached to the upper part of the post 53 and ridable over a disc 64 flx'd upon the contact element and having suita bfia graduations 65. See Figs. 3 and 6. The arrangement-is made to be such that when the temperature of the water in the heating element 2| is below a predetermined temperature, the bi-metal strip 48 will be out of engagement with the contact element 52. The temperature at which the bi-metal strip engages the contact element is predetermined by rotative adjustment of the contact element in the post 53 and relatively to the bi-metal strip, closer to or further away therefrom. The graduations disc 64 serve as a means for adjustment. In practice, the end 5| of the contact element 52 is set at suflicient distance from the bi-metal strip 46 to allow the motor 32 to remain inoperative until the water in the cooling system has reached a temperature high enough to be capable of supplying substantial heat to the air passages 29. such temperature, the

consisting oi',the bi-metal strip 45 and the contact element 52.

bi-metal strip 46. When said bi-metal strip 46 becomes heated to a suflicient extent to engage the contact element 52, a circuit will be made from the battery 58 When the water reachesheating element, water and through the lead wire '51 to the. motor, through the motor and the lead wire 58 to the post 53, through the post and the contact element 52 to the bi-metal strip 48, and through said himetal strip and the stud 42 and the base plate 4| tothe ground. Upon the breaking of contact between the .bi-metal strip and the contact element, this circuit will be broken.

The heating apparatus also includes a second thermostatic control for making a discernible signal intended to be indicative to an operator of an automotive vehicle that the water in the water-circulating cooling system of the vehicle engine is above a predetermined temperature.

Numeral 66 represents a second bi-metal strip, which may be similar to the bi-metal strip 48, housed by the unit 38 and having one of its ends 51 attached, as at 68, to the stud 42, in spaced relation to the bi-metal strip 48, and its other end 89 disposed adjacent a contact element 18, which may be similar to the contact element 52, adjustably mounted in a current conducting post H itself insulatively supported in the base plate 4|, as at 12, at location opposite the post 53 as shown. The contact element I8 is a screw movable in the post II, and toward and from the bi-metal strip 56, in the same manner that the contact element 52 is movable toward and from the bi-metal strip 48, and for the same purpose, to space the end 13 of said contact element Ill at greater or less distance from the bi-meta-l strip 86. A disc 14 fixed on the contact element III has graduations 15 for the same purpose as the graduations 65 upon the disc 64; that is to say, to make an accurate adjustment of the contact element I8 toward and from the bi-metal strip 88. A portion of the post II at theside of the base plate 4| opposite the contact element 18 is attached, as at 15, to a wire 11 leading to a signal, such as a lamp, 18. A lead wire 19 attaches the signal or lamp 18 to the lead wire 51. A circuit is completed when the bi-metal strip 56 and the contact element are in engagement, from the battery 58 through the lead wires 51 and I8 to the signal 18, through the lead wire 11 to the post H, through the post H to thecontact element III, and through the bimetal strip 58 and the stud 42 and the base plate 4| to the ground. The signal or lamp 18 can be supported upon the instrument board 80 in any ordinary or preferred manner.

In practice, the bi-metal strip 68 and the contact element 18 may be set apart a suiiicient distance, by adjustment oi the contact element with reference to the graduations I5 on the disc 14, to remain out of engagement until the temperature of the water in the water-circulating cooling sys tem of the vehicle engine has reached a predetermined high temperature. When the water reaches suchtemperature, the bi-metal strip 66 and the contact element'lll will come into engagement to operate the signal; that is to say. to light the lamp 18. When the signal is discernible, the operator of the vehicle can move the cooling-radiator-shutters to open position, should said shutters be at the time closed. Then immediately upon the temperature of the water in the engine cooling system, and hence in the heating element, dropping below the predetermined temperature at which the thermostatic switch is set to operate, the bi-metal strip 66 will remove itself from the contact element 18 to break the circuit and render the signal undiscemible, as will be evident.

Referring to the form of the invention disclosed in Figs. 8 to 12, numeral l5 represents the body of an automotive vehicle including an engine having a water-circulating cooling system of about the same construction as the cooling system of the vehicle engine disclosed in Fig. i. 5

The heating element 2| of the present form of the invention is also of about the construction as already described, as are the water conveying connections between the heating element and the water-circulating cooling system. The motor and 0 its fan of Figs. 8 to 12 may be supported upon the heating element in the manner as heretofore set forth.

In the instance of the present form of invention, the unit J8 which houses the thermostatic control mechanisms is supported in the connection 24. instead of in the heating element, and said unit is positioned outside of the vehicle body, beneath the hood as shown.

Numeral 8| represents a drum, desirably air- 20 tight, positioned about the connection 24 at any location along the length of said connection in intimate contact therewith. As shown more clearly in Figs. 10 and 11, the drum 8| is disposed upon a relatively thin metal coupling 82 between 25 parts of the connection 24 of thicker dimension and having relatively greater heat insulating capacity. A bi-metal strip 83, positioned within the drum, has one of its ends 84 attached to the metal coupling 82, and the body of the bi-metal strip extends longitudinally of the length of the coupling in close proximity thereto. A contact element 85, which is adjustably mounted in an insulating plug 86 in the drum 8|, has its inner end 81 situated adjacent the free end of the bimetal strip 83 and its outer end disposed outside of thedrum 8|. As'shown, the contact ele-. ment 85 is a screw adjustable in the plug 88 to move its inner end toward and away from the bi-metal strip. The outer portion of the con- 0 tact element 85 is attached, as at 88, to a wire 55 leading to the motor 32. Numeral 51 represents a wire which leads from the motor to the battery 58, the lead wire 51 including an ammeter 59, and a manual switch 60. The battery is grounded as at BI, and the drum 8| is grounded as at 82. The arrangement is such that when the temperature of the water in the connection 24 is below a predetermined temperature, the bimetal strip 83 is out of engagement with the contact element 85. The temperature at which the bi-metal strip engages the contact element is predetermined by adjustment of the contact element relatively to the bi-metal strip, closer to or further away therefrom. In practice, the contact element is set at sumcient distance from the bi-metal strip to allow the motor 32 to remain inoperative until the water in the cooling system has reached a temperature high enough to be capable of supplying substantial heat to the aircirculating passages 29. When the water reaches such temperature, the motor 32 is automatically started to operate the fan. When the water falls below such temperature the motor is deenergized to cease driving the fan. As before, the manual switch affords means for breaking the motor circuit independently of the thermostatic switch.

When the bi-metal strip 83 and the contact element 85 are in engagement, a circuit is completed from the battery 58 through the lead wire 70 51 to the motor 32, through the motor and the lead wire 56 to the contact element 85, and through the bi-metal strip 83 and the metal coupling 82 and the drum 8| to the ground.

The thermostatic control for making a 75 cernible signal, intended to be indicative or, the fact that the water in the water-circulating coolment 85, is adjustably mounted in an insulatingplug 92 in the drum 8| to 'be moved toward and away from the bi-metal strip 89 in the same contact element 85 is moved manner that the toward and away from the bi-metal strip 83, and for the same purpose, to space the. inner end 93 of the contact element 9| at greater or less distance from'the bi-metal strip 89.. The outer portion of the contact element 9| is attached, as at 94, to a wire 11 leading to a signal, such as a lamp, 18. A lead wire 19 connects the signalor lamp with the lead wire 51. A circuit is cornpleted, when the bi-metal strip 89 andthe contact element 9| are in engagement, from the battery 58 through the lead wire 51 to the lead wire 19, through the lead wire 19 to the signal or lamp 78, from the signal or lamp through the lead wire I1 to the contact element 9|, and through the bi-metal strip 89 and the metal coupling 82 and the drum 8| to the ground.

As in the form of the invention of Figs. ,1 to 7, the bi-metal strip 89 and the contact element 9| will be set apart a sufiicient distance, by adjustment of the contact element, to remain out of engagement until the temperature of the water in the water-circulating cooling system of the vehicle engine, and hence in the water-circulating system of the heating apparatus, has reached a predetermined high temperature. When the 'water reaches such temperature, the bi-metal strip 89 and the contact element 9| will come into engagement to operate .the signal. when the temperature oi. the water drops below the pre- '5 determined temperature at which the thermostatic switch is set to operate, the bi-metal strip 89 will remove itself from the contact element 9| to break the circui and render the signal undiscernible. 10

It will .be evident that hot water upon passing through the metal coupling 82 will impart its heat to the bi-metal strips 83 and 89 in the drum 8|,- and said bi-metal strips will readily respond to the temperature of the water in the connection 15 24. The drum 8| efl'ectively insulates the bimetal strips so that they will not be afi'ected by changes in the outside atmosphere.

I claim as my invention:

In an automotive vehicle in combination an .0 engine having a water circulating cooling system, a heating element, connections for circulating water'of said cooling-system through said heating element, electrically operable means for ca 3 ing airto contact with the heating element and 26 'to be thereafter circulated in the vehicle body, a pair of thermostatic switches the first adapted to close when the temperature of the water of the cooling system is sufllciently hot, and the second to close when the water is too hot, 8. battery cirl0 cuit in which said thermostats are arranged in parallel, the circuit of the first switch including therein said electrically operable means (and the circuit of the second switch including therein a signal device disposed to be visible to the driver. 85

monann'n. NILSON. 

